Expert: D. Norkus - 8/2/2005

Question
Hello Dottie,
I have three questions for you and I would appreciate if you could take the time to answer them.
1. What is your advice/view/opinion on obtaining a type-rating prior to sending out resumes to the airlines.
Would you recommend it?
What in your opinion are some of the good and credible places in the US that offer type-rating.
2. Under what specific circumstances should pilots declare an emergency to ATC? What if the situation did not need to call for an emergency...would action be taken against you?
3. Under what circumstances should pilots enroute contact company dispatch?

Thanks


Answer
1. Unless you are applying to Southwest Airlines (which requires a 737 type), it is a waste of money most pilot do not have. Especially for pilots applying to the regionals. You can get hired without an ATP, much less a type rating, at the regional level. If you have a type and no experience in the aircraft it's not really that valuable unless the company flies that aircraft. You could go out and get a Canadair RJ type rating in the hopes of getting a ob and end up getting hired to fly an Embraer RJ. End result? A waste of several thousand dollars. I'd recommend against it, espcially if you are applying to the regionals. Other than aspiring Southwest pilots, only those in the corporate world should worry about having a type to get hired. The only place I'd recommend for a type is Higher Power in Phoenix for the 737 rating.

2. Too numerous to mention! Anything from a sick passenger,  to a mechanical problem could be cause to declare an emergency if the PIC felt it was a situation that affected the safety of flight or their passengers. When in doubt, it is better to declare than not. There is no penalty, no matter what the resaon, when you declare one. Again, better safe than sorry.

The FARs state:
121.557   Emergencies: Domestic and flag operations.

(a) In an emergency situation that requires immediate decision and action the pilot in command may take any action that he considers necessary under the circumstances. In such a case he may deviate from prescribed operations procedures and methods, weather minimums, and this chapter, to the extent required in the interests of safety.

(b) In an emergency situation arising during flight that requires immediate decision and action by an aircraft dispatcher, and that is known to him, the aircraft dispatcher shall advise the pilot in command of the emergency, shall ascertain the decision of the pilot in command, and shall have the decision recorded. If the aircraft dispatcher cannot communicate with the pilot, he shall declare an emergency and take any action that he considers necessary under the circumstances.

(c) Whenever a pilot in command or dispatcher exercises emergency authority, he shall keep the appropriate ATC facility and dispatch centers fully informed of the progress of the flight. The person declaring the emergency shall send a written report of any deviation through the certificate holder's operations manager, to the Administrator. A dispatcher shall send his report within 10 days after the date of the emergency, and a pilot in command shall send his report within 10 days after returning to his home base.

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?sid=1d93e43ed51858fc24e54f3c49222d...

3. Again, numerous reasons. A Captain might contact dispatch to request a second alternate if it becomes necessary enroute, to rectify an MEL item that has occured, to advise of an undue delay, or even to trouble shoot a problem airborne via a link to maintenance. Aircraft with ACARS can contact dispatch via paper transmissions or the crew might elect to actually talk with their dispatcher via a company frequency. Depends on how involved their request or need.

Hope that helps.
Dottie